Main-rod connection.



R. M. MUSGROVE & F. R. HOWARD.

MAIN ROD CONNECTION.

APPLICATION FILED JULY 22, 1914.

1 1 20, 5 1 9. Patented Dec. 8, 1914.

Z SHEETSSHEET 1.

n45 NORRiS PETERS co PHOTCLLITHOH WASHINGTON. D C.

R. M. MUSGROVE & F. R. HOWARD. MAIN ROD CONNECTION.

APPLICATION FILED JULY 22, 1914.

Patented Dec. 8, 1914.

2 SHEBTS-BHEBT 2.

HM M W HE NORRIS PETERS 60.. PHOTO-LITHQ, WASHINGTON. D, 1

UNTTED STATES PATENT ornrcn.

ROY M. MUSGROVE, OF SALT LAKE CITY, UTAH, AND FRED R. HOWARD, 0FPOGATELLO, IDAHO, ASSIGNORS T0 MUSGROVE HOWARD AND. CO. CORPORATION,OFSALT LAKE CITY, UTAH, A CORPORATION OF IDAHO.

MAIN-ROD CONNECTION.

Specification of Letters Patent.

Application filed. July 22, 1914. Serial No. 852,363.

To all whom it may concern:

Be it known that we, RoY M. Mnscnovn, a resident of Salt Lake City, inthe county of Salt Lake and State of Utah, and F RED R. HOWARD, aresident of Pocatello, in the county of Bannock and State of Idaho,citizens of the United States, have invented certain new and usefulImprovements in Main Rod Connections, of which the following is aspecification.

Our invention relates to connecting rods, particularly to thoseconnecting the driving wheels of locomotives, and the main objectthereof is to distribute the strain of the engine over all of the pinsof such wheels equally.

A further object is to provide a connecting rod for two driving wheelsand with which rod the driving rod of the locomotive is directlyconnected, instead of directly to the main pin as at present, thusrelieving the main pin of a greater part of the strain now exertedthereon.

A further object is to provide supplemental rods for other drivingwheels, if there are more than two, and which supplemental rods are indirect connection with the main connecting rod, it being understood thatthe number of wheels mentioned applies to but one side of a locomotive.

A further object is to provide such connecting rods which permit of thedriving rod being connected with the driving wheel farthest removed fromthe cylinder, whereby an increased leverage results; and a furtherobject is to so construct the parts of our invention as not to interferewith the position or operation of the valve motion crank-arms orconnections now employed, such as the Walschaert; and further objectsare to provide such devices which are readily installed on present typelocomotives, which, by distributing the strain on all wheels equally,gain one-eighth more power, materially reduce the wear on the tires,particularly on the main wheel, materially reduce the wear on thedriving boxes, particularly the main wheel boxes, and enables alocomotive to start more easily as all wheels are under equal startingstrain; and which does not change the relative positions of any of theconventional parts of the locomotive.

Our invention is fully described in the following specification, ofwhich the accompanying drawings form a part, in which the separate partsare designated by the same referencecharacters in each of the views, andin which 2- Figure 1 is a side elevation of a locomotive provided withour invention; Fig. 2 is a fragmentary, perspective, view of one end ofour main connectingrod, detached, and greatly enlarged; and Fig. 3 is asimilar view of the opposite end thereof, and showmg a supplemental rodconnected therewith. a i

In the drawings forming a part of this application we have shown alocomotive provided with three driving wheels 5, 6 and 7 havingcrank-pins 5*, 6, and 7*", respec-,

tively, and on the first of which is shown the crank-arm 8 of the usualor any desired valve motion, and with which our invention does notinterfere in the leas a tives having six drivers, three on a side, toconnect the driving rod 9 directly with the crank-pin of the'centraldriver, 6 as shown in the drawings, and then connect this pin with theother pins by means of a siderod, thus exerting the full power of theengine on the main pin 6 and which, in turn, transmitted the power tothe two other pins, and this system results in nearly twice more enginestrain on the main pin than is borne by the other pins; further, instarting, this pin receives the first engine impulse and, accordingly,the main driver is revolved in a degree before the other drivers, thisresulting in what is known as quarter slipped tires; further, as theinitial engine strain is applied directly to the main driver, thejournal boxes thereof are under a materially greater strain than arethose of the other drivers, resulting in a proportionate wear andreplacement of the bearings; further, by the present system of drivingrod connecti on, a relatively shorter leverage thereof results than ifsaid driving rod were connected with the rear driver, as shown in thedrawings with my invention. We, therefore, provide a main connecting rod10 having a hole 11 therein to receive the crank-pin 5 of the driver 5,at one end, and the opposite end being bored for the crank-pin 6*, saidend being continued for a short distance where it is forked to form aknuckle-joint 12 with It is the practice at present with locomoasupplemental connecting rod 13 also. bored, I

as shown at 14, for the reception of a pivot bolt 15 which also passesthrough the end of'the main rod 10, said main rod being provided with abore 16 for the'pin 6 and said supplemental rod 13 with a bore for thepin 7, at 17, Fig. 1. v r

The main rod 110 is provided, adjacentits rear end, but forward of theaxle of the wheel 5, in the position of the parts as shown, with asocket18 to receive the outer 7 end of the driving rod 9, a bore 19 beingprovided, Fig. 2, for the reception of a pivot pin 20 which also passesthrough the end of the driving rod, and it will be seen that theseelements of my invention are readily applicable'to conventionallocomotives.

' ends but equally over the entire lengths thereof, and thus minimizingthe possibility of breakingsaid pins. Moreover, the driving rod 9 is ofa considerably increased leverage over that possessed by the same whenconnected with r the central driver, thus greatlyincreasing the haulingability of the locomotive'and making itmore eflicient on grades, but themain feature of this driving rodlconnectionis that none of the driverscarries a greater motive'strain than another.

Our invention is very simple in construction, installation andoperation, and comparatively inexpensive and, while we have,

shown a present preferred method of reducing ourinvention to practice,and certa1n:spec1fic-deta1ls of construction, we do Copies! thimpatentmayqbenohtained for not limit ourselves thereto, but may make variouschanges therein and modifications thereover, within the scope of-thefollowing claims, without departing from the spirit of our invention, orsacrificing its advantages and, with such reservation,

What we clalm as. new, and desire to secureby Letters Patent, is

1. The combination with the driving wheels of alocomotive having, each,a crank-pin thereon, of a driving rod, a connecting rod in operativeconnection With the crank-pins of two of said wheels, and a connectingrod pivoted to said first-named connecting rod and in operableconnection with another of said crank-pins, said driving rod being inpivotal connection with said firstnamed connecting rod.

2. The combination with the driving wheels of a locomotive having, each,a crank-pin thereon, of a driving rod, a connecting rod in operableconnection with two of said pins, and provided with a socketadjacent oneend to receive the outer end of said driving rod, pivotally, andwith aforwardly directed member at its other endQ; and a supplementalconnecting rod in pivotal connection with said forwardly directedmember'and in operable connection with another crank-pin,

In testimony whereof name to this specification in the presence of thesubscribing witnesses. 1

, ROY Mi. MUSGROVE.

Witnesses: c

F ANKB'ALL,

GEO. G. SMITH. 5

In testimony whereof I have signed my name to this specification in thepresence of the subscribing witnesses. a

' FRED 'RJ HOWARD, Witnesses: v v v W. C. ILLINeswoR'rH,

G. B. MOON.

I have signed my;

five cents each,by addressing the Commissioner of Patents. I :1Washington. I). G. J 1

